Aircraft for mechanical flight and automatic soaring.



T. 0. PERRY. AIRCRAFT FOR MECHANICAL FLIGHT AND AUTOMATIC SOARING. I916.

8 1 u '11 .I. I I. r. mm V m n J H... 4

W a 1. b \m APPLICATION FILED IUNEQZ. 1914 RENEWEJ DEC- 4. 3,272,846.

INVENTOR.

WITNESSES.-

/Zr4 & w

T. 0. PERRY; AIRCRAFT FI'JR MECHANICAL FLIGHT AND AUTOMATIC SOARIIIIG;

APPLICATION FILED IUNE,22. I'9I4. RENEWED DEC. 4. 8916.

l C272,,86 Patented July 16, 1918.

6 SHEETS-SHEET 2.

Y B' d" d WITNESSES.- IN VEN TOR.

V?MA@7@M T. 0. PERRY. AIRCRAFT FOR MECHANICAL FLIGHT AND AUTOMATIC SOARING.

APPLICATION FILED JUNE 22. I9I4. RENEWED D EC. 4. I916.

Patented July 16, 1918.

6 SHEETSSHEET 3 1 NVENTOR.

WITNESSES:.

T. 0. PERRY.v

- AIRCRAFT FOR MECHANICAL FLIGHT AND AUTOMATIC SOARING.

Patented July 16, 1918..

6 SHEETS-SHEET 4 INVENTOR.

APPLICATION FILED JUNE 22, I914- RENEWED DEC. 4, 916. 1,272,846.

WITNESSES;

T. 0. PERRY.

AIRCRAFT FOR MECHANICAL FLIGHT AND AUTOMATIC SOARING.

APPLICATION FILED HTNE 22.4914. RENEWED DEC- 4.1916- I Patented July 16, 191&

6 SHEETSSHEET 5 IN V EN TOR.

, WITNESSES:

T. 0. PERRY. v AIRCRAFT FOR MECHANICAL FLIGHT AND AUTOMATIC SOABING.

APPLICATION FILED JUNE 22. I914. RENEWED DEC. 4. 916. 1,272,846., Patented July 16,1918.

6 SHEETS-SHEET 6.

R IN VEN TOR.

n S! C WITNESSES THOMAS o. PERRY, OF OAKPABK, ILLINOIS.

AIRCRAFT FOR MECHANICAL FLIGHT AND AUTOMATIC SOARING.

Application filed June 22, 1914, Serial No. 846,648.

To all whom it may concern:

.Be it known that I, THOMAS O. PERRY, a citizen of the United States, residing at Oak Park, in the county of Cook and Stateof Illinois, have invented a new and useful Aircraft for Mechanical Flight and Automatic Soaring, of which the following is a specification.

My invention relates to improvements in .airrc rafts for mechanical flying and automatic soaring of the type known ashelicoptors in which the wings revolve about a verticalaxisin two sets, preferably upper and lower, one set of wings revolving in a direction the reverse of the other set; and

the objects of my improvements are, first, to provide for adequate actuation of the revolving wings by means of a motor; second, to provide for 'altitudinal controlof vertical ascent and descent through feathering of the wings in unison; third, to provide tractional control of horizontal travel through periodic variable feathering of the. wings as they revolve; fourth, to provide for directional control of travel through differential feathcrings of the two sets of wings; and, fifth, to accomplish soaring flight possibly even without the immediate aid or with greatly reduced 'aid of the motor after horizontal travel is well under way.

I attain these objects. by the mechanism illustrated in the accompanying drawings, in which Fi ure 1 is a front view of the air-craft showing both sets of wings set parallel with each other and at right angles to the supposed course of horizontal travel.

Fig. 2 is a diagrammatical view of the air-craft reduced to one quarter thescale of Fig. 1 showing all the wings set flat at the zero weather angle suitable for soaring flight, and Fig. 3 is another similar view but showing the air-craft inclined to the vertical oppositely to Fig. 2.

Fig. 4 is a side view of the air-craft to the same'scale as Fig. 1 and showing the wings all in the same positionbu-t looking at their ends.

Fig. 5 shows the air-craft to the same scale as Figs. 1 and 4, but the car is turned around to show the reverse side of Fig. 4

. Specification of Letters Patent.

Patented July 16, 1918.

Renewed December 4,1916. 'Serial No. 135,007.

While the wings have all been turned about f their vertical axis through one eighth of a complete revolution with reference to their positions shown in Figs. 1 and 4.

Fig. 6 shows an end vieiv of one set of wings with wing levers attached six times enlarged as compared with. Figs. 1 and 4, and one of. the drums to which the wings are pivotally attached. Fig, 7 is a plan of parts shown in Fig. 6 to the same scale.

Fig. 8 is a side view of the passenger car to a scale three times greater than that of Fig. 1 partly in section to expose the motor and lower driving gears. Part of the spinal column and controlling levers also show.

Fig. 9 is-a plan of the parts shown in Fig. 8

ing gears in position and to scale corre-' sponding to Fig. 10. -These gears are located beneath the upper surface of the car and connect with the vertical driving shafts shown in Fig. 10.

Fig 1! shows in sectional side elevation a portion of the spinal column, the lower wing drum, part of the upper wing drum, both feathering races and other parts connected therewith. The scale is six times that of Fig; 1.

Fig. 13 is an end view, looking outward from the vertical axis, of one of the upper wing arms or axles and wing levers as it would appear pivoted at the top of the upper wing drum in correspondence to the wing lever showif oppositely at the top of the lower drum in Fig. 12.

Fig. 14 is anenlarged view, partly in section,.of any one of the race followers or ball bearing terminals to the Wing links I v four of which are shown. in'Fig. 12.

- drum head D of the spinal column taken through the vertical slots 0 and c.

Fig. 17 shows in sectional elevation the lower portion of the spinal column and partsconnected therewith taken at right angles to the tractional direction of travel. Fig. 18 shows in sectional elevation the lower portion of the spinal column and parts connected therewith taken parallel with the tractional direction of travel. Fig. 19 is a plan of parts located below the broken line 1919 on Fig. 17. Fig. 20 is a plan of parts located below the broken line 20-2O on Fig. 18. Fig. 21 is a side view of the diagonal lever partially shown in Fig. 18 and Fig. 22 is a plan of the same diagonal lever. Figs. 15 to 22 inclusive are drawn to a scale six times that ofFig. 1.

Similar letters represent similar parts throughout the several views.

A A represent the upper set of wings whose arms A A extend oppositely in line from the top of a drum D to which they "are pivotally connected at their inner ends.

Stays d d extending from opposite sides of the base of the drum converge outward and upward to pivotal connections with the wings at points some distance from their outer extremities. These points of connection are preferably just in front of the outer extremities of the wing arms and the wing arms are preferably located somewhat in front of the lateral centers of the wings. The wing arms are preferably made of thin steel tublng of considerable diameter so as to give sufficient torsional rigidity to the wings attached thereto. The wings are shown as extending considerably beyond the extremities of the arms.

The stays too, are supposed to be made of thin steel tubing so as to resist thrust as well as tension although the stays usually will be subjected to tension only. The body of the wing drum D also is made of thin sheet steel which rigidly connects together the with the drum base D both of which are substantial steel rings. .A" A represent Wing levers which are securely attached to the inner ends of the wing arms and, with reference to their circular motion, reach forward to points outside of the drum heads where their ends A. B may pivotally connect with the feathering wing links L L which hang in a yertical plane located at right angles to the vertical plane which contains the axes of the wing arms.

The drum is supported by and revolves around a spinal column C on double ball bearings which roll between the ball race C secured to the spinal column and the drum head D. The lower set of balls are designed to sustain the downward pull 'of'the spinal column and theuppcr' set are designed to hold the drum centered with reference to the vertical axis of the column. A- retaining ring (23 keeps the upper balls in place.

Asecond wing drum D is located at a suitable distance below. the one already described and is of precisely the same construction and is supported by and made to revolve about the spinal column in like manner the only difference being that the direction of revolution is reversed. The lower set of wings B B and all their connections also are like the upper set except that they are adapted to a reversed motion.

E E represent internal ring gears secured within the bases of the two drums. N' and 0 are pinions which mesh with the lower and upper drum gears respectively. N and per ends the corresponding pinions and having their upper bearings in the bearing rings C C secured on the outside of the spiral column. Pinion disks, one .of which is shown as N, of diameters equal to the O are vertical shafts carrying at their uppitch circles of the pinions N 0". have rolling contact with bearingrings E E corresponding with the internal ring gears and insure proper meshing of the gear teeth.

The vertical shafts N and O extend down to corresponding driving gear wheels N and 0 located between and having their bearings in two gear plates G and G which are rigidly secured to each other by means of the plate posts G.

The upper gear plate G maybe secured to the foot of the spinal column by means of the base ring 0", shown in Fig. 17 but omitted from Figs. 8 and 9 to avoid complication.-

The gear wheels N N are mounted on the same shafts, and turn in unison, with the main gear wheels m m which mesh with the motor pinion M. The motor is preferably of the internal combustion type hav ing cylinders radially arranged around a vertical crank shaft, not materially different from several now commonly used, and need not be further described. The motor is located as indicated inFigs. 8 and 11', .be-

and is supported by the motor housing H.

The two gear Wheels N Nrevolve in the same direction and through the shafts N N and pinions N N drive the lower wing drum D on diametrically opposite sides. In a similar manner the gear Wheels 0 O which mesh with and are driven by the gear wheels N N drive through the shafts O O and pinions O" O" the upper wing drum from opposite sides but in a reverse direction so that the torsional eflort which'drives one set of wings is counteracted by the torsional effort which drives the other set of Wings. If these opposite torsional efl'ortswere not equal the passenger car would revolve in a disagreeable manner.

By means of the crank Z and starting pinion Z" the motor can be started. The connecting shaft Z can slide vertically in its bearing 2 so that the pinion which is normally disengaged can be raised up into ,lnesh wit-hone of the main driving gears for temporaryuse. For some distance above the car the shafts N N and O O are inclosed b tubular shields n n.

The feathering of .the wings is attained through mechanism acting toraise or depress the wing links L which connect with the wings as already described. The lower ends of the wing links are provided with axles L, extending at right angles to the links, which carry on ball bearings, as shown in F ig. 14, link Wheels or race followers Z whose peripheries are zones of a spherical surface. So these link Wheels or race followers are adapted to travel at any angle within limits between the two parallel surfaces of the peripheral groove around either of the feathering races W W located just under both upper and lower drums. The race followers are held and propelled within the groove of the feathering races by the link yokes 7/ y which have pivotal connection with the link axles and are hinged to two widely separated fulcrums D' D secured to the drum bases D" D" on opposite sides.

The feathering races are pivotally supported on the pivot rods Q q which'pierce loosely the race fulcrum bars 7' W just outside of the spinal column on either side thereof. The pivot rods also pierce the spinal column on diametrically opposite sides passing through feathering slots 0 which permit of vertical movement of the pivot rods. The pivot rods'are themselves fixed in the upper ends of the feathering posts Q g, the upper ends of posts Qv Q telescoping into the lower ends of posts 1 9 so that the tWo sets of feathering posts may have a limited amount of vertical movement relatively to each other. The upper pivot posts (,7 Q are tied together at their upper ends by the pivot rod (7' and their rigidity as a pair is further secured by the feathering bu rs 7" near their lower ends. Rigidity ofthe lower set of feathering posts is effected in the same way through connection at their lower ends by broad feathering plates Q as well as by the pivot rod Q.

Midway between the feathering posts Q Q. and inclosed between the feathering plates Q Q is mounted a .Worm U whose shaft '17 turns in close boxes QK Q fixed to through the bracket in the form of a journal arid is retained from axial movement by the collars s. Beneath the bracket m the sha-nkof the Worm shaft U" is threaded at" its lower extremity to receive a trunnion nut M which has pivotal connection with a diagonal lever X fulcrumed at one end in a slotted bracket X fixed to'the spinal column and connected at the other end by a feathering link f with the inner arm of the feathering lever F Whose outer arm or handie is within convenient reach of an operator outside of the spinal colunm. In the various figures the handle of the feathering lever is shown raised up to its extreme limit and the weather angle of the wings as shown corresponds to this position of the feathering lever. When the handle of the feathering lever is depressed to the other limit of its movement, as indicated by a broken line. the wings are all made to assume the minimum weather angle which is practically zero with reference to the planes of their revolution. It has been assumed so far that the feathering races W W have been maintained parallel to the planes of wing revolution and moved only by raising or depressing-their pivot rods and that both sets of wings have been set alike. Obviously, between limits,-

the wings may be set at anv weather angle desired by the operator. R represents a segment fixed to the spinal column for holding the feathering lever in any desired position.

A steering shaft S carries at its inner end a steering miter gear S" and at its outer end, projecting through a bracket on the spinal column, a steering wheel S. The miter gears S and s mesh together so that the worm U may be rotated in either direction by means of the steering wheel without interfering in any way with the feathering movement of theworm shaft when employed for raising or depressing the feathering races. Rotation of the worm l causes a relative change ip the weather angles of the upper andlower set of wings without necessarily changing tie aggregate weather angle. The pitch of the worm and trunnion nut may be so proportioned that the actual change of weather angle in the upper wings will be offset by an equal opposite change. in the Wea her angle-of the lower wings.- in any event one set of *wings will be given-a relatively greater or less weather anglehy turning the steering wheel one way or the other with'the result that Whichever set of wings has the greater weather angle will prevail over-the other set in rotating the passenger car con- }trary to its own direction of revolution. Obviously the steering wheel can be used to instantly arrest any contrary rotation of the card-no to chance inequality inf-the torsional resistance o'f the two sets of wings. '01 the car may be tu rned i-n eithen-direction at will.

Tract'ive effort is maintained from the wings in a direction at right anglestotheir -axis Joy-tilting both feathering races more or less from 'theposition shown in Ifi' ;'18 to that-shown inFig. 12. When the feihering races are tilted out of a plane para-llelwith the-planes of wing rotation, the weather an gles of-the wings are made'to vary as the link wheels or race tol'lowers I travel around in the-inclined races givingthe wing links a vertical as well as a circular movement. The result is :1 tractiveeflort of the wings parallel with their planesof rotation and at right angles to' the pivotal axes of the feathering races in thedirection of their lower edges. For when any link wheel a-rrives at the upper tilted edge ofthe race the corresponding wing is 'traveling backward i with'the pivot rods Q'g'.

with an increased weather angle suitablefo'r propulsion while at the same time the oppositewing is traveling forward with a diminished "weather angle and ofi'ers diminished. resistance by reason of its link w'heel having arrived at the lower edge of the race. '*When the feathering races are tilted as shown'in Fig. 12 the weather angle on-the propelling side is double'that shown in Fig. 6 while on'the opposite or advancing side it is reduced to zero. The wing positions of maximum propulsion and least resistance-are opposite and in. line with the pivotal axes of the feathering races. Whil e passing the line of tractive efiort-and travel,- either in front of or behind the spinal column, the wings assume the normal weather angle they would have if the races were not tilted as then their link wheels are in line For tilting the feathering races diametrical race bars W W pierce the spinal column through vertical slots 0" whlch allow the races to be tipped as well as moved bodily up and down; Within the spinal column a race arm W" extends downward from the race bar W to'v which it is secured and a similar arm w" extends'upward from the correspondin race bar of the lower featheri race. %'he ends of the arms W" Wfwhic approach each other have pins 'ele projecting on either side adapted to enwgaglyettiwl groom 3" I in the upper and invests iower 'slides d d. The grooves J "tl" aremaintrained in ertic'al positions and moved horizontally in apposite directions -by com necting points'on each slide laterallyremote om each other with-o" 'p'o'site'ends of a pair of parallel arms pivoted "centrally on a traction lairaelret Y which is secured toopposite sides of'the'spinal column.

A traction arm 9" is attached to the side of one of the arms j'whic'h spreads at itscentral portion so as to -stradd-le the bracket Y. Fromthe 'endof the arm 7" a traction link 2%: reaches down to the inner armo'ftlrietraction lever-T iu lcrnmed on the spinal column in the bracket t and whose handle'hangsoutside of the spinal column within 'easy reach ofthe operator. A segment rsecured to the spinal oolnmn serves to hold-the handle in any desirable position. As shown in 18. the traction handle is pushed to its limit rearward Where it holds the feathering races parallel with the planes of wing revolution and in Fig. lQ'the handle is shown pulled forwardto setthe feathering races at their limit 'of inclination for greatest trae'tive e'f fort. The pins -e e are shown near the top ofitheir respective grooves J J but these pins will travel downward in these grooves when the hamdllee of-thefeathering lever F is depressed. The feathering lever andtraction lever may movedin either direction independently of each other or may be oprelative weathering of the two sets of oppositely revolving wings by means of the stee wheel, -At any time when the motor is driving the wings the vane V may be dispensed with ent're I should fail to 'opera'te'or if it. istde'sire'tl to glide with the motor shut off the vane will be-useful and perhaps necessary fordn'ectin the course. 4 Also when the motor is shut o thestarting crank and pinion Z Z" may be .used .10 revolve the wings by hand, both for steering and. placing them in any deslred relative position. IOne set of wings may be placed parallel withtheother and both sets placed at rightan les to the course for eflective volplaninglw e at the same time the featherin of t e win'gs can be adjusted for greatest'e' ciency. w

Fi '2 and .are'intende'gl to, illustrate one ture of aerial flight whereby a sus- If the motor taining force may be derived from wind waves in addition to that derived dir tly from the motor, for the purpose of relieving the motor more or less and economizing fuel. The amount of this additional force derivable from the wind is dependent upon the quality of the wind as regards pufliness and also upon the mass of waving air encountered by reason of rapid propulsion through the air billows by the motor or otherwise. Even without horizontal ropulsion by the motor, as when the air-craff'drifts with the average Velocity of the wind, which always blows .With a succession of pulsations, the winds sustaining power is considerable. Figs. 2 and 3 represent the air-craft as drifting with the wind from left to right with all of its wings set at the zero weather angle. Fig. 2 shows the craft heeled over toward the right by an increasing puff of wind. Theheeling over is due to the great surface and relative lightness of the wings as compared to the-smaller surface and relatively great weight of the car and its contents which are suspended at considerable distance below the wings. The result is that the increasing puff acts on the under sides of the wings to lift them up. In Fig.

3 the air-craft has outstripped a diminishing puff of wind through the momentum it received previously and is heeled over toward the left as if by a negative pufl. The

. result is that the air again lifts against the under sides of the wings. These positive and negative puffs of wind succeed each other constantly always acting against the under sides of the wings with a lifting effect, due to the pendulum like swing of the car.

Now if through propulsive action of the motor previous to assumption of the zero weather angle, or by volplaning afterward, the air-craft has been set in rapid motion with reference to the medium in which it travels, it will with minimum head resist 7 components of the air. waves are perhaps even more intense in their lifting efiect on the wings, though their action is quite different and is due to the form of the wings themselves. The under sides of the wings are made slightly concave and their upper surfaces are more than correspondingly convex. The air waves impinge downward as' well as upward but get a better hold against the under sides of the wings and produce in the aggregate a decided lifting efi'ect proportional to the number of billows encountered. With sufficient motion relative to the surrounding medium the number of billows encountered by the wings set at or near to the zero weather angle may be much more than suflic'ient to overcome the action of gravitation and even cause the air-craft to rise rapidly, and the attainment of elevation can be converted into several times that much horizontal travel in any direction by the simple act of volplaning, which is now well understood. But it is not necessary to wait for elevation before progressing when the ability to rise is constantly available. The elevating power canbe utilized for progression, without rising, by the simple expedient .of tilting the air-craft as a whole to a more or. less negative angle for volplaning through shifting the movable weight of passengers in the car. Or the simultaneous lifting and propelling action of air waves,

when all of the Wings are tilted forward to a somewhat negative angle, may be understood byresolving the aggregate resultant impulse, which is normal to the plane of inclination of the wings as a whole, into its vertical and horizontal components. in this connection, the utmost reduction of head resistance becomes all important, but beyond furnishing a structure and mechanism favorable to refinement in this direction, we do not here elaborate this feature.

Under certain conditions, supplemental support may be derived from the air waves by setting all the wings at ornear to thelr zero weather angles so as to offer little resistance to rotation, as well as to progression, in which position the motor can keep the wings revolving rapidly with much less than the normal consumption of fuel. The zero weather angle is the most favorable for utilizing the lifting force of the waves and the revolving of they wings brings them in contact with a reatly increased mass of air. In case of forced descent through failure of the motor its or other cause the Wings may be setat their Zero weather angles and revolved by the operator using the starting crank Z for that purpose. In this way the wings are made to act most efiectively as parachutes.

The motor must be used for getting the air-craft to ascend from the ground and in the drawings the wings are all shown as set at a favorable angle for lifting vertically. But first before starting the motor the wings, should be set at their zero weather angles and kept there after starting the motor until it gets warmed up so as to develop its full power. Otherwise the wings would be producing a strong downward current of air to ver. T may be pulled forward enough to give the wings a tractive efiort sufficient to counteract the drifting eflect of the wind at the m t me h t h fe h r ngi eve s zais In h y e t ca s n 'can accomplished in spite of the wind; Andin a m ar m nne he a r-c a .may'bemade o descend vertically by headingwinto the wind and setting the traction lever so that the travelthrou h the surroundi ,medium will equal the ve ocity of; the win while at the same time the feathering lever is manipulated' to regulat the rate of'descent. While, the feathering and traction levers may be manipulated' e1ther independently or simultaneously, yetwhen the wings are exerting a tractive effort the simultaneous featheringof all the wings modifies their tractiveflefforts in a way that may necessitate further adjustment of' the traction lever if it is desired to maintain. constant altitude during flight. Also a change of the tractive effort through readjustment of the traction lever modifies the liftingxeffort. of the wings sothat whenever the wings are driving the aircraft horizontally a change in'the setting ofeither of these levers may require read ustment of the other.

The passenger car is provided with three wheels p p for running it along the ground when it is desiredtopu'sh the air-craft into a ngar or roll it from place to place. One of t e. ground wheels p is a caster permitting the car to be pushed in any, direction. By setting the Wings all parallel with each ,other and also parallel with the vane V the air-craft may be pushed through a narrow door into a hanger only wide enough to receive the car. y

Ordinarily thevane V5 if used-at all, will remain set parallel with theline offtravel, but can be used for steering when soaring or volplaning. For this-pu posethe vane arm V is pivoted" on the vertical axis of the oas-' ter 19 and a circular holdingsegment '2: servesto hold the vane arm. V 4 in any desired an lar position.

he ability of anair-cr-aft torise straight up from the ground and=to descend iverti cally'is obviouslya very; great deside'ratum,"

1t possibleto asee'n'd or-alight in-gre strict' places where 7 s arting-- and landing hates-x6.

with. aeroplanes. whieh require a run. along.- the. ground would be. impossible in one. case and disastrous in the other. In order to,

aocomplish this purpose. it will nearly al.

ways be necessary to manipulate. both the feathering and the traction levers in conjunction with each, other, that is, whenewer the Wind. would, preve'ntcontrollin vertical movement by means of the featherlng lever alone. Almost as important is the ability to remain stationary overv one spot at chosen altitudes whether the wind blows or not, and to move. horizontally in any. direction, with, as little speed as may be desired. lfhis involves simultaneous manipulation ofthe r g eel. w th ot e tras oa an f a h n eve t nce an rd nary mil eris t v labl or uidan aunt a. ns ir bl p ed ha e att n d.

Another very important featureof this air-craft is the faeility with which; nearly the Whole power of the motor may be utilized for climbing. when quick ascension v,

ar al a co pl s en o ar lig. t'at least, is assured b the mechanism herein disclosed.

e mp r a t atur ou he aside fromthe means employed for featheri them to any desired'- weather angles, is their form whereby the air encountered by them. through 'theaction of the motor or otherwise is impelled downward in sufiici'ent volume and; with sufiioient velocity. Forthe liftingefiect is in proportion to the prod not of; the mass of'aar impelled downward by the velocity of the verticalmovement imparted tot-he air by the wings. It isfiorthis; reason that the wings are-made somewhat concave. on their under.- sides and-thettheir upper surfaces have ;a correspondingconvex curvature. That this form also favorssoa ring flight as. previously mentioned 'isinoidental and fortunate. The curvature of the.

upper surfaces is made greater than that of" the lower surfacesg so that there maybe room forthe wing-arms A B between the surfaces about; midway of their widths. The eflec'tive curvature of the wings'on the.

whole is a mean between the curvatures at the two sides; For it isnot -the under 'sidel alone that directs: the change indirection of theai-r current: The an also clings tm and; flows along the upper- -"slmfa oe 'oo the aso wing and the two curren'ts flowing along the two sides meet and are directed in their the air without undue commotion and with the least possible head resistance. Inclos ing the wing arm between the wing surfaces so that the air currents meeting or flowing.

along shall encounter no obstruction is in a measure borrowed from my construction.

of a Windmill sail as described and claimed in U. S. Patent No. 772,052 issued to me Oct. 11, 1904. So I do not claim that the form of wing here shown is entirely new; but

I claim:

1. In an air-craft,- the combination with an upper set of radially pivoted wings adapted to revolve about an approximately vertical axis, an under set of radially pivoted wings adapted to revolve about said vertical axis in an opposite directionfrom the upper set of win s and a motor adapted to actuate both sets of wings simultaneously, of means for changing the weather angles of all the wings in like manner for controlling vertical movement of the air-craft, additional means for relatively changing the weather angles of one set of wings with reference to the other set forbalancing 0r unbalancing opposing torsional effects and mechanism whereby all the said Wings as they revolve may be made to assume continually varying weather angles for the purpose of propelling the air-craft in a direc tion at right angles to the common axis of the revolving wings, substantially as herein set forth. s

2. In an air-craft, the combination with an upper set of radially pivoted wings adapted to revolve about an approximately vertical axis, an under set of radially pivoted wings adapted to revolve similarly to the upper set but in a reverse direction and a motor adapted to actuate both sets of wings simultaneously, of means for changing the weather angles of all the wings in like manner for controlling vertical move-' ment of the air-craft, additional means for relatively changing the weather angles of one set of Wings with reference to the other set for balancing or unbalancing opposing torsional effects and mechanism whereby the Wings as they revolve may be made to alternately increase and decrease their normal -weather angles-for propellingthe air-craft in a direction parallelwiththe planes of revolution of the wings, substantially as herein set forth.

In an air-craft, the combination with an upper pair of radiallypivoted wings adapted to revolve horizontally about an approximately vertical axis, an under pair of radially pivoted wings similar to the upper pair but adapted to revolve in a reverse direction and a motor adapted to actuate both pairs of wings simultaneously, of means for changing the weather angle .of all the wings in like manner for controlling vertical movement of the air-craft, additional means for relatively changing the-- weather angles of one pair of wings with reference to the other pair for balancing or unbalancing opposing torsional effects and mechanism whereby said wings also act to propel the air-craft in a direction parallel with their planes of revolution by assuming increase of weather angle during the half revolution when such wing moves rearward and decrease of weather angle whenv lllOVlllg forward wlth respect to the direction of horizontal progress, substantially as herein set forth.

4 In an air-craft, the combination with an upper set of'radially pivoted wings adapted to revolve about an approximately vertical'axis, an under set of radially pivoted wings similar to said upper set but adapted to revolve in a reverse direction and a motor adapted to actuate both sets of wings sin'mltaneously, of means for changing the weather angle of all the wings in like manner for controlling vertical movement of the air-craft, additional means for relatively changing the weather angles ofvone set of Wings with reference to the other set for balancing or unbalancing opposing torsional efiects and mechanism whereby said Wings also act to propel the air-craft in a direction parallel with their planes of revolution by assuming increase of weather angle during the half 'of revolution when each wing moves rearward and decrease of weather angle when moving forward with respect to the direction of horizontal progress, substantially as herein set forth.

5. In an air-craft. the combination with a. supporting column approximately vertical in normal position, a passenger car located at the base of said column, an upper structure carrying radially pivoted wings and other parts adapted to revolve around the upper part of said column. an under structure similar to said upper structurethey revolve ,may be made to assume continually varying weather angles for the purpose of propelling said air-craft in a directionparallel with the planes in which the wings revolve, substantially as herein set forth.

6. In an air-craft, the combination with a supporting column approxin ately vertical in normal position, a passenger car located at the base of said column, an upper structure carrying radially pivoted wings and other parts adapted to revolve around the upper part of said column, an under structure similar to said upper structure but adapted to revolve in an opposite direction about said column and a motor adapted to rotate said structures simultaneously in opposite directions, of means for changing the weather angles of all the wings in like manner for controlling vertical movement of the air-craft, additional means for changing relatively the resistance to rotation of said structures with reference to each other for changing or maintaining direction of travel and mechanism whereby the wings of each structure intermittently assume decreased weather angles while moving forward with reference to'the travel of their axes and increased Weather angles while moving rearward as they revolve for producing tractive effort in the direction of flight, substantially as herein set fortln In an air-craft, the combination with upper and lower sets of radially pivoted wings adapted to revolve in opposite direc-' tions about approximately vertical axes and a motor adapted to simultaneously actuate said oppositely revolving sets of wings, of

means for simultaneously feathering in uni son all of said wings to various weather angles for controlling vertical lifting force of the wings,-additional means for increasin or decreasing the torsional effort required to actuate one set of wings as compared with the torsional efiort applied to the other set of wings for changing or maintaining'direction of travel and mechanism whereby each wing as it revolves may be made to assume a weather angle greater than normal during one half of each revolution and less than normal during the other half revolution for producing tractional eflort parallel with the planes of wing revolution, substantially as herein set means fort 8. In an air-craft, the combination with upper and lower sets of radially pivoted wings adapted to revolve in opposite directions' about approximately vertical axes and a motor adapted to simultaneously actuate said op ositely revolving sets of wings, of

fdr simultaneously feathering in unison all of the-wings to various weather angles for controlling vertical lifting force of I the wings, additional means for increasing or decreasing the torsional effort required the horizontal direction to actuate one set. of wings as compared with the torsional effort applied to the other set of wings for changing or maintaining direction of travel and mechanism whereby a motor adapted to simultaneously actuate said oppositely revolving sets of wings, of mechanism whereby the weather angles of said wings are continuously changed above and below their normal amplitude during each revolution about their axes for producing a propulsive action in a direction parallel to the planes in which the wings revolve, means for feathering to various weather angles all of the wings in unison for varying the lifting effort of said wings in a vertical direction and a steering device for directing the course of flight, substantially as herein set forth.

10. In an air-craft, the combination with superposed sets of radially pivoted wings adapted to revolve horizontally in opposite directions, a motor for actuating said wings, ,driving gears for transmitting the power of said motor and a supporting spinal column, of a feathering race, race followers connected with saidwings and mechanism whereby at the will of the operator the position of said race may be'changed bodily for altering the amplitude ofthe weather angles of the wings at an in set forth. I p

11. In an air-'craft,-the combination with upper and lower sets of radially pivoted wings adapted to revolve in opposite directions about approximately vertical axes and a motor adapted'to simultaneously actuate said oppositel revolving sets of wings, of

said wings are decreased in amplitude while moving forward with reference to the advancement of their axes and increased in y tiine, substantially as here-- amplitude while moving rearward as they revolve for producing propulsive effort parallel to their planes of revolution, means for feathering to various weather angles all of the wings 1n unison for varyin the lift- "ng efi'ort of isaid wings in a vertical direction and a, steering device for controlling of flight, substantially as herein set forth.

12. In an air-craft, the combination with superposed sets of radially pivoted wings adapted to. revolve horizontally in opposite directions, a motor for actuating said wings,

direction at will, substantially as herein set forth.

driving gears for transmitting the power of said motor and a supporting spinal column, of feathering races, race followers connected with said wings and mechanism wherebyat the will of the operator the positions of said races may be changed bodily for altering the'amplitude of the'weather angles of the wings at any time, substantially as herein set forth.

13. In an air-craft, the combination with upper and, lower sets of radially pivoted wings adapted to revolve in opposite directions about approximately vertical axes and a motor adapted to simultaneously actuate said oppositely revolving sets of wings, of mechanism whereby the weather angles in each set of wings is intermittently changed in amplitude between limits during each revolution for producing a propulsive efi'ort arallel with the planes of revolution,means oradjusting in unison the weather angles of all the wings for controlling vertical movement of the air-craft and steering mechanism for directing the course of flight, substantially as herein set forth.

14. In an air-craft, the combination with superposed sets of radially pivoted wings adapted to revolve horizontally in opposite directions, a motor for actuating said wings and drivin gears fortransmitting the power of sa1d motor, of a supporting spinal column inclosing the vertical axes of said sets of wings, mechanism for feathering all the wings in unison tolvarious'weathen angles and means whereby the weather angle of one set, of wings may be'changed relatively to the weather angle of the other set of wings for causing angular-movement of sa1d column about its vertlcal axis in either 15. In an air-craft, the combination with upper and lower sets of radially pivoted wings adapted to revolve in opposite directions about approximately vertical axes, a motor for actuating simultaneously said ,oppositely revolving sets of wings and dr1v1nggears for transmitting the power of said motor to said wings, of mechanism for feathering all the wings in unison .to various weather angles for varying the vertical lift ing effort of the wings and means whereby the weather angles of one set of wings may ba changed relatively to the weather angles of the other set of wings for balancing or unbalancing the torsional resistances to rev-,

, olution of opposing. sets of wings, substantially as herein set forth. Y

16. In an air-craft, the combination with two superposed sets of radially pivoted wings adapted to revolve horizontally in opposite directions, and means for propelling said wings, of a feathering race for each set of wings, race followers connecting with both sets of wings and mechanism wherenaaaaae by at will both races may be bodily moved in unison or one race may be moved relatively to the otherrace for changing the weather angles of the two sets of Wings either alike or relatively, substantially as herein set forth. Y

17. In an air-craft, the combination with two superposed sets of radially pivoted wings adapteu'to revolve horizontally in opposite directions, and means for propelling said .wings,.of frathering race for each" .set f.wings mounted on pivotal supports,-

race followers connectedfwith each set. of wings and mechanism whereby at will said races may be moved bodily in unison or relamultaneously, substantially as herein set forth. r j" f 18. In an air-craft; the combination with two superposed, sets of radially pivoted wings adapted to revolve horizontally in op,

posite directions, and means for propelling said wings, of a feathering race for each set of wings mounted onpivotal supports, racefollowers connected with each set of wings f and mechanismwhereby the two races may at will be moved in unison by tilting or in parallel direction bodily for the purpose of giving the wings continuously varying weather angles as they revolve or intermit- ,tentiehange iofweather angle or simultane'ou-s changes of both kinds, substantially as herein set forth. I 7 19 In an air-craft, the combination with superposed sets of radially pivoted wings having arched surfaces adapted to revolve horizontally'in opposite directions, a supporting column extending below said wings and a motor adapted to actuate said wings located at the base of said column, of ad j ustable mechanism whereby the weather angle of each wing during its revolution may be reduced from normal while advancing with plitude the weatherangles of .all t e wings reference to axial progress and may be in-- for reducing head resistance or increasing their lifting and propulsive elforts and a rudder for laterally directing-thecourse of flight, substantially as herein set forth; 1 v

20. In anair-craftythe combination with superposed sets of radially pivoted wings having arched surfacesadapted to revolve,

horizontally in opposite directions, asupporting columnextending below said wings suspended at the baseof said column, of ad justablemechanism whereby the weather an-' and av motor adapted to actuate said wings I with reference to axial progress and may be increased in amplitude during the half revolution when it moves rearward, means for simultaneously reducing or increasing in amplitude the weather angles of .all the wings for reducing head resistance or in creasingtheir lifting and propulsive efi'orts,

additional means for balancing or. unbalancing the torsional efforts required to actuate said oppositelyrevolving sets of wings for laterally directing the course of said aircraft when progressing slowly and an additional steering device for guiding the air-.

craft in rapid flight, substantially as herein set forth.

4 21. Inan air-craft, the combination with upper" and lower sets of radially pivoted wings adapted to revolve in opposite directions about approximately vertical axes and a motor adapted to simultaneously actuate said oppositelyrevolving sets of wings, of mechanism whereby the weather angles of said wings are continuously changed above and below their normal amplitude during each revolution about their axes for producing a propulsive action in a direction parallel to the planes in which the wings revolve, and means for increasing or decreasing the torsional eflort required to actuate one set tinuously feathering said wings during each revolution for tractional control and means whereby one'set of wings may be difi'erentially feathered relatively to the other set of.

wings for'direction'al control, substantially as herein set forth.

23. In an air-craft,the combination with two sets of radially pivoted wings adapted to revolve horizontally in opposite directions and a motor for actuating the w ngs, of man ipulative mechanism for feathermgs said wings continuously during each revolution for tractional control and means whereby neset of wings may be feathered dlfferentlally with reference to the other set of wings for directional control, substantially as herein set forth. 1

24. In an air-craft, the combination with two sets of radially pivoted wings adapted to revolve horizontally inopposite directions, a motor for actuatin the win and provision forfeathering said wings in unison for altitudinal control of vertical ascent and descent, of 'inanipulative mecha nism for periodicallyfeathering said wings synchronously with each revolution fortractional control and means whereby one set of wings may be feathered relatively to the other set of wings for directional control, substantially as herein set. forth.

25. In an air-craft, the combination with superposed sets of radiallypivoted wings adapted to revolve horizontally in ,opposite directions, a motor for: actuating-said wings and driving gears .for transmitting the power of said motor .to' eachset of wings, of feathering races, race followers connected with said wings and mechanismwhereby the position ofsaid races may be- 7 changed bodily either in unison or with respect to each other, substantially as herein set forth.

26. In an air-craft, the conibination with I two sets of'radially pivoted wings adaptdirections, a motor for actuating'said wings and driving gears for transmitting the power of said motor to each set of wings, of

pivoted feathering races, race followers connected with said wings,means for tilting said feathering races and mechanism for shifting the position of said races bodily, substantially as herein set forth.

28. In an'air-craft, the combination with two structures adapted to revolve horizontally in opposite directions, a motor for actuating said structures oppositely to each other, radially pivoted win carried by each of said structures and provision for feathering said wings in unison for altitudinal control of vertical ascent and descent, of manipulative mechanism for periodically feathering said wings in unison for altitudinal control of vertical ascent and descent, of manipulative mechanism for periodically feathering said wings synchronously with each revolution for tractional control and means whereby the opposite torsional efiorts actuating the two structures may be balanced or unbalanced for. directional control, substantially as herein set forth.

29. In an air-craft, the combination with two structures adapted to revolve horizontally in opposite directions, a motor for actuating said structures oppositely to each other and radially pivoted wings carried by each of said structures, of manipulative mechanism for periodically featherln said wings synchronously with each revo ution emme for traetionel control. and means whereby the oppositetorsionel efiorts actuating the two structures may be balanced or u-1r1loel-.

anoecl for directional control, substantially as herein set forth.

3-0. In an eir ereft, the combination with superposed sets of radially pivotedwings adapted to revolve horizontally in opposite directions and e motor whose power is transmitted to each set of wings, of a spinal col-- umn, Whig-supporting drums encircling said column with. bearings thereon, wing-arms radiating from each drmn'and' wing-stays? 3 v THQMAS 0. PERRY.

Witnesses:

0. G. ewnns J. GUT"2II1Q from a. point on each wing rethe drum to widelysepemteol 15 

